While I admire your enthusiasm, you have not read the material correctly. Jakob Sporrenberg certainly existed and was responsible for the mopping up operations at Schweidnitz. It was through the release in the late 1990s of Polish State documents relating to his trial in Poland for murdering 62 persons connected to the "Chronos" project at Fuerstenstein that information regarding the Bell came to light. The documents do not say that Sporrenberg operated in Norway, and I do not think that I said it either.
There is another document you may know about scheduling various aircraft types for war-end flights with KG 200. The Luftwaffe situation in late April 1945 was that anything which flew was welcome. The condition in which the alleged Ju 390 V-2 found itself cannot even be guessed at. As I mentioned before the 1945 Argentine intelligence archive has a document reporting the arrival of a multi-engined German aircraft from Europe with the Bell equipment on board and although there may be nothing in Northern archives to substantiate the flight, the Argentine document has to be given considerable weight.
Whereas Witkowski may have some "weird" theories, and I agree that not all his ideas are sound, he has succeeded in unearthing some extraordinary material. A nutty professor is not necesarily always a buffoon. To a large extent we are working in the dark in these fringe histories. For example, you do not know, or at least do not mention, the activities of the two Condor FW 200s during the war. One imagines they were not left by the Germans to be impounded by the Brazilians, and so where did they go? Merely because we have a gap in our knowledge does not allow us to assume that they played no further part in events. They remain a loose end.
There is a document at NARA (CF-OP-2315, Naval Intelligence Box) "German Disembarkations at San Clemente del Tuyu" dated 18 April 1945 which mentions the two FW 200 aircraft. It reads: "22.5.1944. General Faupel acting for Martin Bormann in Argentina wrote referring to two reports, one from Leute (German financier) and General Pistarini (Argentine Chief of General Staff) suggesting two FW 200 Condors since overland shipments Spain/Cadiz no longer possible." This suggests that two FW 200 Condors were available which could make the flight from Madrid to Buenos Aires possibly with the intermediate refuelling stop in the Spanish Sahara. What aircraft were these?
SS-Gruppenfuehrer Jakob Sporrenberg existed.
He was from 16 August 1943 until 25 November 1944: SS and Police Leader "Lublin" in Poland and.
from 26 November 1944-May 1945: SS and Police Leader "Süd-Norwegen" (South Norway). He was captured in Norway May 11, 1945.
He was tried before a Polish court, Warsaw, 1950 and sentenced to death because of his organisation and execution of."Aktion Erntefest",
the mass murder of 43,000 jews on a single day, November 3, 1943, inTrawniki, Poniatowa and Majdanek.
There is no indication that he left Norway in April 1945.
There is no evidence except the flight-log of Joachim Eisenmann, that the Ju 390 V 2 existed. Noboby else has reported seeing the aircraft, noboby seems to have taken a pic. IF
the aircraft actually existed, it could not have been completed before the beginning of October 1944, but none of the surviving Junkers Reports of the months prior to this date gives any indication about it. The max take off weight of Ju 390 V1 was 38 to, the empty weight 28 to., giving an indication, that the aircraft was not capable of long-distance-flights. Even the Ju 290 A5 had a take-off-weight of 41 to.
This was due to the structural weakness of the Ju 390 experimental-aircraft (three were planned), which had converted Ju 290 fuselages and empannages and outer wings, only the middle part of the wing with the six engines had a new design. The Ju 390 V-aircraft were far away technically from the production version, which should have max take-off-weight of 75 to. So even if
the Ju 390 V2 actually existed, and if
it actually should have flown to Bodoe, where then should it have gone to? Most sincerely not to South-America.
The two FW 200 given to Syndicado Condor were the FW 200 A S-6 and S-7 with 720 HP BMW engines and about 13 to max take-off-weight. They had range of about 3,000km and, during their transfer flight, needed two refuelling-stops between Sevilla and Rio de Janeiro. Both aircraft were still in operation in Brazil with their 1939-markings after the war until March 8, 1947 PP-CBI Abaitara was rammed on the ground by a DC-3. The aircraft was heavily damaged and could not be repaired. As the regular air service with only one remaining aircraft seemed impossible, PP-CBY Arumani was scrapped the same year.
So, if these aircraft were used during the war for transports for the German government, you could easily give evidence for it by asking VARIG to at first look at the flight-plans of Cruzeiro do Sul, and if the aircraft don't show up, look for lease agreements. So you could, as you stay in South-America, easily support your assertions by hard evidence. That is much better than speculation about loose ends..
General Faupel was not acting for Bormann in Argentina, but was head of the "Ibero-amerikanisches Institut" in Berlin.
He, together with his wife, committed suicide May 1, 1945.
After the war, there was a lot of fiction and fake around Faupel, including the story, that he travelled by sub to Argentina and met Juan Peron in a church to persuade him to undertake a coup. And on this occasion he is told to have given to Evita, who was his top-spy, an expensive necklace as a gift. Very funny indded.